Assictnoe



Feb. 20, 1923.

W. B. S. W-HALEY. ENGINE CONTROLLING APPARATUS.

5 SHEETVSSHEET l- FILED DEC 20|191L I/vwr/vrarr, lliam 135ml]: 11/512153] By I r E M/ml ATU.

Feb. 20, 1923.

l W. B. S. WHALEY. -ENGI NE CONTROLLING APPARATUS.

5 SHEETS-SHEET 2.

\ FILED m 20. I911.

m w O/ 0 1 T n rllc F G 0 w a u [Alva/war,

n 1 I I (p 1511-11121 asmiamaz Feb. 20, 1923.

'.w. B. s. WHALEY'.

ENGINE CONTROLLING APPARATUS.

HLED DHLZQ, 19H- 5 SHEETSSHEET 3.

IN VEIVTOR,

wall-4m 5.5mm

Arrjy.

Feb. 20, 1923.

' 1,446,199, w. B. s. WHALEY.

ENGINE CONTROLLING APPARATUS.

FILED DEC, 20,1917. 5 SHEETSSHEEI 4.

Patented Feb. 20, 1923.

W LLIAMB. SMITH WHALEY, GFMALDEN,

MASSACHUSETTS, 'ASSIGNOR TO AMERICAN WHALEY ENC'rINE COMPANY. OF BOSTON; liZIAlSSAOHUSETTS, AL CORPORATION" OF MASSACHUSETTS.

:ENGINRGON'IROLHNG APPARATUS.

Application. filed December T all whom it may 0012061711.. v y

.Be it known :thatl, WVI LIAM. B. SMITH VVHALEY, acitizen of the United States. and .residentot Malden, in the countyot -Middlesex and State of Massachusetts have in vented anew andus'etul Engine-Controlling 7 Apparatus, of Which the following is a specification.

This invention relates to engine C0ntrolling apparatus, and pertains more particularly to flexible control-safety devices tor separately and simultaneously manipulatgng actuating devices orelements. designed to operate engines. v Y p Y 1 e 1m ent.on aas LOL 1 s t1 ieronec s and prlnciplesot operation,.rnanipulating or controlling meansivhereby an operator or engineer cannot set. all the engine actuating controllingor operating elements into maximum operating position Without first steppingup, nor, can the operator instantly reverse .the operation of an internal combus- .tion engine of the reversible type and by -sucbactinstantly set all saidauxiliary devices in the full or maximum operating position. Especially in the latter case,- theac't of manipulating the main reversing elements Will operate automatically to change the settingot other and dependent mechanisms to o the minimum valueoit setting and to compel the operator to step up other elements to advance the point of ignition and "for example.,to close itgde'si-redQtlie throttle controlling theprecon'ipression ot the conibustible. vEach.reversing operation oi the mixture. 7 device will "automatically step downthe associatedengine; controlling elements and compel theoperator toagain step up the said associated engine controllingor operat l0 ing elements in order tov attain normal or maximum operating conoitions thereof.

The invention is applicable to large or small engines, or engines havinganynumber oi cylinders or combinations thereot', and to .y and all types or classes oi engines. it

is especially applicable to large units o't 1n ternal combustion engines of any-cycle of operation and Whetherhorizontal orvertical to control the settings and operation of auxi iii aryv apparatus or devices;

in order to illustrate the principles and operationot' my. invention 1 have shoivn in the accompanying drawings but a single embodiment thereof applied tobut one type of za lsrz. Seria1 No.20.8;031.

an internal combustionengine which is selected for convenience merely.

In, the drawings lis a side elevation of an engine described here n with my invention applied thereto.

Fig. 2 is a central v rticalsection on line 2-2 onhFig. 1 looking in the direction of the arrows.

Fig. 2 isan enlarged view of the igniter operating mechanism shown in Fig. 2.

v Fig. 3.,is a partial elevationotthe cylinder on the righthand endof Fig". 1.

Fig. l is a vertical sectional view illustrating somewhat diagrammatically throtvtling elements hereinafter described.

Fig 5 is an enlarged detail :plan of elements controlling auxiliary operating devices of thefengine disclosed herein.

Fig. 6 is an enlarged elevation in detail of the controlling levers andassociated elements of my invention in; neutral position to illustrate more clearly the same devices embodied in ,Fig. 2. i

. F 7 is an enlarged horizontal section on line Z'? on Fig. 6.

Fig. 8 is an enlarged section on line 88 on n Fig. 9 is an enlarged rfght hand elevation ot- Fig. 6 illustrating more clearly the same elements embodied in Fig. 1.

I Figs. 10, 11 and 12 represent, respectively, areversingilever, a throttling lever, and an ignition lever described herein.

F igs 13to 16 inclusive are enlarged detailed diagrammatic views representing difierent settings of controlling mechanisms employed for illustrating the principles of the invention, With said mechanism advanced from the neutral position tothe position for torward running of the engine.

Figs. 17 to 20 inclusive are enlarged detailed diagrammatic views representing ditterent settings of controlling mechanisms employed for illustrating the principles of the inve'ntion,-with said mechanisms advanced from the neutral position to the position for reverse running of the engine.

The type engine selected for illustration and the application of this embodiment of the i-nvention, is a self-starting, reversing marine" engine of the vertical. multicylinder two-cycle retarded combustiton =type,,m ore' specifically described in my copending application Serial No. 138,207, except that herein I have shown an engine having a plurality of cylinders in order to disclose the application thereto of co-op- 'erating or associated features or elements;

also showing a change from the regulatable transfer valve to bypassing and regulating or throttling means between cylinders. It is to be. understoodthat the invention is not limited in its application to this or to any other type or class of engine. Therefore, the embodiment of the invention and the terms employed herein to describe the same are used in the generic and descriptive sense to designate elements and not for the purpose of imposing limitations upon the invention.

In the drawings, the numerals 20 to 23 inclusive designate the vertical cylinders secured to the frames 24 to 27, respectively, in any suitable and well-known manner. The lower ends of said frames are in turn bolted or otherwise fastened to the single bed or base 28 suitably supported upon a foundation best adapted for the pur oses of the engine. ;The base 28 is provi ed with bearings 29 in which is rotated the usual crank-shaft 30 provided with four cranks each co-operating with the usual connecting rod trunnioned to the cross-head of a piston rod having secured at the opposite end a piston preferably of the skirt type. As

. set forth in said co-pendingapplication, the

the said cycle after ignitionthe additional air is admitted to combine with the balance of said carboniferous matter as to permit of the consumption thereof.

Referring first to the admission and control of the hydrocarbon, the same is produced in any suitable manner and conduct- .cd through the pipe 32 to the 'proportioning or regulating valve 33 from which it is admitted to the mixer 34. Air in the proportion of four parts to one part hydrocarbon or gas is now mixed with the latter to provide an enriched mixture. connected to the said mixer 34 is provided with branching pipes 38 each leading to the precompression chamber 39 of a cylinder to now convey the enriched mixture to said chamber. Said precompresien chamber 39 A manifold 37.

is similar in its functions to the compression chamber of any two-cycle internal combustion engine wherein the mixture is first compressed in the crank case or the like. Likewise, some internal combustion engines have provision of means termed a precompression chamber as in this instance for first compressing the mixture in an enclosing portion beneath the piston.

From said precompression chamber 39 the mixture is now conducted through transfer ports to the usual combustion chamber above the piston in each cylinder Where at the proper time ignition takes place.

In the formv herein illustrated, the cylinders are grouped in pairs; that is, cylinders 20 and 21 form one pair and cylinders 22 and 23 form anotherpair. Likewise, the cranks for the cylinders 20 and 21 have an angular relation of 180 so that when one piston is up on head-end-dead-center the other piston is down at crank-end-dead-center .of each stroke thereof. This, same arrangement is carried out with relation to the cylinders 22 and 23, but the cranks for the first'pair of cylinders are90 circumferentially from the cranks of the second pair of cylinders. Therefore, the piston in cylinder 20, when in its uppermost or headand-dead-center position, is ready for ignition and to compress a charge in the precompression chamber, while the piston in cylinder 21 is now in position to receive a charge of the mixture from theprecompression chamber 39 for further compression; said charge being forced into the combustion chamber through said transfer ports and at the same time it will be understood that the burnt gases have been exhausted.

VVhen' first starting the engine, it is de sirable that the precompression pressure be relieved or reduced, which is accomplished herein by bypassing the desired portion of the mixture from one cylinder to another of apair as precompression takes place. lVhen the engine attains the normal operating condition, the bypassingof the mixture should cease so that maximum compression should be had of the mixture in the precompression chamber before transferring the same to the respective combustion chamber. Therefore, means for bypassing from one of a pair of cylinders to the other cylinder with mechanism for throttling or regulatingthe amount of mixture to be bypassed or for entirely stopping such operation is desirable. IIerein, for example, a bypass pipe 40 communicates with the preconipression chambers of the cylinders 20 and 21 and interposed; somewhere between said cylinders is a bypass or throttling valve 41. for regulating the volume to be passed. or for entirely stopping the same. Referring to Figs. 1 and 4, where interposed between the cylinders 20 and 21 and co necte to t e pip 4 is said bypass valve 41', comprising a parted valve casing 42 to enclose therein the gate-valve 43 secured to the shaft 44pa'ssi'ng through a suitable hearing or gland 45. The gate valve 43 is adapted to swing laterally across and away frominteriorly ar 'anged ports or openings 46' ateach side of the casing 42. Therefore, in Fig. 4 the full line position of the gate valve 43 indicates that the same i lower part of the piston as the latter reaches the lowest point of the stroke.

The shaft 44 is continued to the same relative position between the cylinders 22 and 23, wherein may befound a similar by-pass or throttling valve 48 operating in the same pressed air supply is had from an auxiliary compressoror the like (not shown), and which is delivered by means of the pipe 50 'to thefcompressed air admitting valve 52.

The said valve 52 is provided with a casing sultably secured to a cylinder 1n any suitable manner, as shown in the respective fig- I ures," and is preferably provided with a ported valve sleeve not shown herein but more fully disclosed in sa d prior application Serial No. 138,207. lVithin' said cas- 111g are ports and a sleeve memberopen to a chamber which is open to and discharges into a coa'cting-valve casing having a chamber and provided with poppet valve communicating directly with the interior of the combustion chamber of a cylinder.

Referring specifically to Files. 1; 2-, 2*, and 1.3 to 20 inclusive, the valve sleeve member is provided with avalve stem connected 3 by means of link 56 to the arm 57 upon a rocking member 58 oscillatable upon a stud 59 secured in any suitable or preferred man- .ner to a frame or the like 60 secured to the cylinder 21. Said rocking member 58 is' likewise provided with an arm 61 connected with the control a 3 )aratus formin )art of" my invention, as will be hereinafter descr bed.

Another crank a m 66 n t r ng -latch "manner as the one just described, except that 'member 58 is pivoted at 67 to a .link 68 fulcrumed at 69 to the free end of the trippcr latch 70 adapted to operate an oscillating type ofhigh tension impulse ignition generator, as the Bosch igniter, for example. The tripp'e-r latch'TO is in turn pivoted at 71 to the .jour'naled timing member beau :ing on the elongated sleeve portion '73 of the rocking member 58. A crank arm 75 on said rocking member 58 is pivoted at 76 to th'ecam link 77 and the opposite end of the latter is pivoted at 7 8 to the connecting link 79 in turn pivoted at 80 to the timing member 72. The cam link 77 has thereon a cam portion 82 adapted to engage with the operating means or impulse member 83 of the reciprocating type of high tension ignition generator 84 as the ll yco ignition for example. The timing member 72 is pro vided with an actuating arm 85 which is in turn operated by mechanism of my inventi'on'aswil-l be hereinafter described. The Bosch impulse ignition. generator 86 is provided with the oscillating tri ip'er arm 87 adapted to be engaged by the tripper 70. The details of construction and organization of the mechanism of the different types of igniters referred to herein, are more fully setforth in my co-pending application Serial No. 199,813, which is referred to for a full understanding of such mechanism.

From the lVyco igniter 84 is a lead wire 94 connected to the spark plug 95 secured to the head of the cylinder 21 in the wellknown manner. Likewise, the Bosch innition generator 86 has connected thereto the lead wire 97 joined to the spark plug 98 secured into the head of the said cylinder.

'Thereior'e, each cylinder is provided with two spark plugs which in large internal combustion engine units are desirable for rzomplete ignition and to provide for con taintv of ignition.

After ignition and combustion have been carried out in the complete cycle of operation of this particular type of engine the burnt or consumed products of combustion are passed from the cylinders through the branches of the exhaust manifold 91 and therefroi'n exhausted in the usual manner.

In the operation of the engine. however, it is desirable and especially in large units it is essential to properly and eiiiciently control the operation of the auxiliary devices, more especially is it so in the case of reverse ible engines. Said control must be instantly available during all the time of operation of the engine to enable the operator to manipulate said auxiliary devices for the purpi'ise of stopping, reversing and to start the engine.

To accomplish the above. T. herein provide reversing valvegear mechanism for the 0pera tion of the compressed air. a -{lmi ting Ill) valve 52 to operate the igniters 84 and 86 and associated with the control of said valve gear I also provide means for actuating the throttling valves 41 and 48 to regulate the precompresscd mixture passed between each pair of cylinders as hereinbcfore stated. Saidvalve gear is operated by the shaft 30 by means ofthe eccentrics 100 and 101 ccoperating with the eccentric straps 102 and 103 on the eccentric rods 104 and105 respectively. Said eccentric rods are pivoted at 107 and1108 on the segment 109 of well knownand usual type. Said mechanism as just described, is known as the Stephenson valvegear and is well understood. by those skilled in the artas adapted for re versing engines to operate the control valve associated therewith. Cooperating with the said segment 109 is a sliding block 110 upon the end of a lever 112 secured to the shaft 113 journaled in bearings 114 on the frames 24 and Also pivoted to the lever 112 is an actuating rod 116 pivoted at 117 to the lever 57 on the movable member 58.- Thereforeythe actuating rod 116 isoperated by the movement of the segment 109 depending upon the position of said segment relative to the slide block 110.

stationary in order to differentiate the same For operating the segment 109 to position it relative to the slide block for run ning ahead or running in the reverse direction or placing the same in the neutral position, a shifting gear mechanism is neces sary.

Herein I provide a link 119 which is pivoted at 107 on the segment ant at 120 to the arm 121 of a bell crank lever secured. to the shaft 122 journaled in bearings 123 between the frames 25 and The other arm 125 of the said bell crank lever has pivoted thereto at 126 the reversing rod 127 also pivoted at 128 to the arm 129 upon the sleeve 130 integral with the reversing lever 131. The

sleeve 130 of said reversing lever is rotatable upon the stud 133 secured at 134to the frame 25. Said reversing lever is provided with the usual latch 135 having a detent to engage with the notches-136and 137 upon from associated quadrants that are adapted "for movement or partial rotation and controlled by the operation of other mechanism entering into the in vention.

lated or partially rotated upon the said stud 133 and that the movement thereof avill be communicated to thereversing rod 127. Said movement will be communicated Therefore, it will be understood that the lever 131 is oscilto the bell. crank arm 121 and 125 and thence to the link 119 to shift the segment 109 in the desired direction or position.

' he stud 133 is provided with an extension 142 and rotatable thereon is the sleeve 143 provided with the spider arms 144 to the ends of which is bolted the throttle quadrant 145. Positioned between the throttle quadrant 145 and the sleeve 143 is the ignition quadrant 147 which is bolted at 148 to the said spider arms 144. The

sleeve 143 has integral therewith an arm. actuating 149 pivoted at 150 to a quadrant link 151.

Said quadrant actuating link 151 is also pivoted at 152 tothe lever 153 alsosecured or keyed to the shaft 122. It will be noticed that the lever 153 is shorter than the bell crank arm 125 thereby imparting a differmtial motion to the quadrant actuating.

link 151 when the reversing rod 127 is 0perated by. the reversing lever 131. The movement of the quadrant actuating link 151 will be con'miunicated to the spider 144 and to both the quadrants 145 and 147.

Cooperating with the throttle quadrant 145 is the throttle lever 155 rotatable at 156 on the sleeve 143. Said throttle lever is adapted for movement relative to the said throttle quadrant and to be engaged by a latch 158 pivoted on the-said lever. The latch 158 has a detent thereonto engage with the teeth 159 and 160 on the said quadrant. 162 and pivoted thereto at 163 is the throttle link 164 in turn pivoted at 165to the lever 166 secured to the throttle shaft 44 at a point intermediate the'cylinders 21 and 22. Therefore when the said throttle lever 155 is oscillated or partially rotated, the movelated by means of the quadrant actuating link 151 or when the throttle lever 155 is oscillated either movement will be imparted to said gate valves.

Pivoted on the-said sleeve 143 onthe oppositc side of the spider arms 144 and 00- operating with the quadrant 147 .is the ignition control lever 168. Said lever has pivoted thereto a latch 169having a detent to co-operate with the notches 170 and 171 on the quadrant 147. Pivoted at 174 on the ignition lever 168 is the ignition'control link 175 extending upwardly and, pivoted at 17 6 to a lever 177 secured to the shaft178 extending clear across from the cylinder 20 to the cylinder 23 and supported in the bearings 179 formed uponthe frames 24 to 27 inclusive. Said lever 177 is adapted'to actuate the shaft 178 and in turn the lever 180 secured thereto. rnd of saidlever 180 is a link 182 having the opposite end thereof pivoted at 183 to the Said throttle lever has an extension Pivoted at 181 at the elements of the devices shown used v difierent cylinders of the engine. are. provided with similar reterence numerals, ex;-

ccpting' that'with some the. exponent a is used as in Figs. 1 and 3,

The parts thus numbered with the numerals having the exponents a are practically similar in design and tu nctionfto the. corresponding parts bearing the same nu; ineralsand Without the exponents a and consequently it is not necessary to describe, them further. In Fig. 3 the operating arm of the roclringmember of the igriitionfopen. ating device is numbered 184 and conrespouds to the like part or ot'shoyvn in Fig. 2, but is formed differently and is oppositely disposed to the arm 61 asshown. The reason for this beingthat the samestruc tures and elements are utilized throughout upon the. different cylinders but that due to the placing of the auxiliary devices on oppositely facing sides of each pair of cylinders thatthe structures are reversed or'fare of right and left hand construction neces sitating this change in the design of said arm 18%. Likewise, the other corresponding elements or parts are oppositely directed or arranged by reason ot this right and left hand design. The functions/in mach case throughout the operations of all;

the nr chanisms are identical, the difference in each instance being, that asthe cylinders are fired in sequence each pair of cylinders has provision for ignition at 180? between cranks of a pail and 90 between each group, of said pairs It will also beunder'stood that like the throttle lever 1 5 5 and the relation thereof to the quadrant 14:5 the ignition control lever 168i is movable relative to. its quadrant 14.7 and each quadrant lever may likewise be oscillated or partially rotated as a Whole by the operation of the link 151. The throttle lever lf, thge ignition lever 168 and the quadrants 14h and 1&7 form What maybe termeda floating unit control, each of Which is adapted to be operated independently one from'the other 'or set in a corresponding relation with respect to the reversing lever 131 when the latter is positioned or operated.

Referring to Fig. 1, there will be seen duplicated the eccentrics 185 and 186 to actuate the eccentric rods 187 and 1880011 nected to a se 'n ent 189 in a manner similar to that of the segment 109 and With all corg elements hereinbefore referred cept'thatthe arrangement of the ecs 185 and 186' is 90 from the ec- 100 and 101. The eccentrics 185 iind 188 are so positioned on the shaftBO 56 operating the eccentric rods 187' ejfio centr li h ctuating eds; 6 nd he r val e t ms n. the pr ps". eq e j 9 he. t m ng; f the pistons. he. r ihde 22 and. 23"an l. gnit on er fiQ i as e or stat eac y h e a s Pro ide thh chipl rht qn of h e hen sitev es i ei et r gh e t hhhdl n trhcti m est sui ed. uhe PQ a iQh a ieeot he hu ike ai the efi 'e' e iit eh- This said difference does not require any Vania; tion of, or; other. ignitionleyer or throttle lever elr nh lheht th n that. ere us t Wilt he tei y. tain ng to. K ss; 2 nd th h ylh de s 23. ath-2. end-2% nd. (h s l.) re. Pr ded. w t ieait en pe a ng;mech nism share n. F gs. hand. 5 respectively 7 Th me erezt epnhn i tlmqaaa ien t all, 1 he ement h am hunterii when. h f fi h le qh' sme esh t emo e tr me posit on othe eth n tl eseemehts 8.9 me esimuhe eeesla ut the different controlling elements: of the aux'liaryder q s 9 ens. y der are hrown or et in pe iti h QQ eepehdhe w th e rat he ela ion. h re spect-a Piston;-

Q3 n I Th atelieren amt Qaerat onmt my e premieres-ion hamber v or creams-- F shen nd t encetra s e r ne t ame eey ht I; Will-el e a s m tha he controlling devices hereinbeforc. desc are n Wha erme the -13. n-0 las s, th rena. 1 re .3- s. i r hi diete h nds hequ d ht 8 and; n What may. e t m sten. the e t al ne- Shidne tra wee hy-te ewhrle.

22%, on either the mid-position ot said revers ng lever as shown in 6.

evQrdfih he t et wa and. at the first position ot opet ation in either direction he. nqtches e r e tende e'fihe' limits. of 11 9 13 99 9 Q-i' theesaid reversing-J lever w h espect o the sa d qhed ie t ur ng; the mmze en f he erer i a v 131 through the. said neutral zone, the movement'ot thev reversing rod 124' is nnparted tothearni 12:3 of the bell cranlt lever and to. the arm. 121,.but su .-l.i..rno\;e1nent not enough. to, shift the segment 105). relative to the slide bloc-kllO.sufficiently to canse the actuating rod 116 to,u1o-,\'e tlgie'r alye stem and more the air admitting,valve :32, the. proper distance, to cause, the ports thereof to; o'penor be communicated. with the. source 0t air supply 50 to permit ot air entering into the coasting-chamber, thence to. he ad,- mitted past theliereinbetorestated poppetvalve to'the combustion charnher'ot' the cyl inder. A In fact, the said air admitting valve will not uncover the ports as the eccentrics are timed to open the air valve in the last or lower one-fifth of its stroke which is substantially 5 beyond the stroke of a: piston in its cylinder taken from the head end. The air admitting valve will close its ports or means of communication from the pipe 50 to'the co-operating poppet valve chamber at substantially 100 beyond the point above referred to.

Therefore, the reversing lever 13]. is now moved in the'forward running position so that the detentofthe latch 135 will engage with the first ofthe notches 137, as shown in F ig.- 13, infull lines. Assuming that at this ting ignition for late and the throttle valve 43 and corresponding valveare open torby passing. From-thispoint to full forward said actuating rod 116 will move the valve stem 55 so that air from thepipe will pass through the-said air admitting valve to be discharged into the coacting poppet valve chamber provided with the said poppet valve. The pressureof the enteringair will cause the said poppet'valve to lift from its seat and the compressed-air will enter the combustion chamber above the piston and forcesthe piston downward. As the said piston is moving downward, one of the other pistons moves upward uncovering the intake ports to permit the Carboniferous mixture being drawn from the manifold 37 into its precompression chamber while the air continues to be admitted to thezcylinder first stated until the latter hasbeen cut-ofi'. The other pistons will be traveling in their respective cylinders and; will commence to draw in charges of the carboniferous mixture in the proper and successive order. Said compressed air supply is admitted to the next operating cylinder to force its piston down in the same manner, and so on By this time the first, cylinder will have exhausted itself of the starting air and the Carboniferous mixture will now be passed through its be carried out. This will reoccur in successive order according to the arrangement of the cranks and pistons for such cyl1nder.

The throttling lever" 155 and the ignition lever 168 were moved in the same direction as the reversinglever 131' when the latter was shifted for starting. hen {the said reversing lever is moved to the extreme for controlling the same. and 101 being rotatable communicate the ward running position the otheror secondary levers above stated will have been moved by the quadrants 145 and 147 to the limit of the neutralzone in that direction. The said valve 43 and correspondin valve are in the open position and ignition is set for late timing. The throttling lever 155 may nowbe moved relative to the quadrant 145 so, that the latch 158 with its detent will engage the notches 160beyond the neutral zone on the said quadrant- 138. When'the latch 158 engages with the teeth 160 the ate-valve 43 will have been moved so as to w olly or partially cover the ports 46.

When the valve 43 and corresponding valve are open the precompresslon pressure is reduced or relieved from one ofa pair of.

the cylinder to the other as the-piston of one ismoving down and the other is moving up, it being remembered that this arrangement is carried out by placing each, crank of the pair at 180 from the other. When the engine attains the desired speed, the said valves are closed by moving the throttle lever 155 to the full forwardposition and the power of the engine is increased.

The manner in which the throttle lever 168 controls the throttle valve 43 and cor-' responding valve is by means of the rod 164 connected to the said throttle lever and to the lever 166 secured to the shaft 44 par-v may rotating the same and the said valve.

Having described how a charge of car- 'boniterous matter is admitted to'the combustlon chambers for ignition, I wlll now describethe ignition actionsand elements The'eccentrics 100 movement thereof to the eccentric rods 104 and 105 to actuate the segment 109 and the 10 5 on the movable member 58. This operation causes the arms 66 and 76 a) move correspondingly and the link 68 is pulled in one 110 direction, causing the tripper latch 70 to osch igniter or ignition generator 86 moving therewith until said arm slips oil the said latch 7 O. The spring arrangement cooperating with said arm, now causes the rotor of the generator to move or return suddenly, relative to the magnetic field of said igniter, inducing a current in the rotor and i to the lead wire 97110 the spark plug 98.

The lever 77 also moves the cam 82 engaging with the movable member 83 of the VVyco igniter-84 until the said movable member reaches a point where the tripper mechanism therein operates to release the same anclthe magnetic field, causing the latter eiiga'ge avith the tripper arm 87' on the to return suddenly, thereby inducing a cur rent in: the said coils which is carried by the wire94 to the spark plug 95. Thus the charge in a combustion chamber is ignited,

tive to the quadrant but it is immaterial at this point to state whether or not it is early or late, except that in the preferred operation of the engine when starting there would behad what is known as late ignition. I

By reason of the eccentrics 100 and 101 operating the lever 112 the actuating rod 116 controlled thereby causes reciprocating movement of the valve stem 55 with corresponding movement of the air admitting valve.- When the movement otthe latter to admit the air until the air admittin valve closes and the'intervening chamber is prac tieally empty for the purpose of supplying enough oxygen'for complete and continued burning. throughout the combustion cycle and for thereafter stratifying the burnt gases previous to exhaust.

The eccentric rods 10 1 and 105 continually operate the segment-109, the lever 112 and actuate the rod 116 to carry out successively and in the proper seq ence of the movement of the aforesaid an. admitting valve and to oscillate themevable member 58 to carry on ignitionatthe proper times. The engine now being intull operatingcondition will admit and preconipress a fuel charge in each precompression chamber and from there transfer the same to the combustion chambers through the transfer ports in the order or sequence inwhich the different pistons are designed to operat I nition also is carried out at the proper times within each cylinder which is provided with its own latch blockand ignition mechanism.

After the engine is in full operation, the

reversing lever 131'rnay be advanced to its maximum position relative to the quadrant 138. hen the reversing" lever was moved from the neutral zone to the full ahead position. the link 12'? imparted such n'iotion to the bell crank lever 1525 and caused the shaft 1 '2 to partially rotate imparting the same to the lever 153 and to the link 151 which is in turn communicated to the arm 1&9 on the sleeve 14:3 causing the quadrants 1&5 and 147 to move in the same general direction in a differential,inaiiner so as to prolong the shortened. neutral zones on said quadrants to the corresponding point rela- 138. 'l here'fore the throttle lever 155 moves correspondingly as shown in Fig. 13 as compared with 6, and from this point on the throttle lever maybe advanced until the latch 15S engages with the-notches 180 moving the link 16-1 to cause the-valv and corresponding valve to close over the ports in other words. when the throttle lever is within the neutral Zone, the valve is in the open position and will. remain open through the move- 7 ment of the throttle lever in the neutra zone, and thereafter said lever may be independently advanced from the said neatral zone and the valve 43 thereby moves to partially or entirely close the passage between said ports, depending upon position the said throttle lever leit standing or is set. In said Fig. 13 the reversing lever 131 is positioned to the air admittingvalve to fitlll lltair to the coznlnistion chamber and it the engine has been idle it would start operating on the air for ten ward running. The position oi the throttle lever 1155 is set within the neutral zone and the valve and. correspond valve are in the open position so that no preconipres sion can be had and consequently no appreciable transfer can be effected. also. the ignition lever 168 being within said zone, has so positioned the timing member 9 that ignition cannot take place to be effective. l hereiore', so far as the engine open atnw on the combustion c cle is conceit h I I d the same cannot talce niece and the I I I is inoperative relative thereto.

In Fig. 14- the reversing); lever )i i r; L if shown as advance; jut beyond the neutral Zone, while the throttle lever 155 has been advanced (see full line position) to a position to cause the link 16 1. to more t t 1-4- and rotate the said 2 9 to entirely close the passage between the ports +26. The

ignition lever 168 has been moved full. line position in Fig. 1-- atin'g the link 1'75 pulling it drawing with it the lever 15C chang'i from the'hig. 13 position to the ll lire position in said Fig; 1e. Th1,

182- downward; causing); the move in the same directio, position of the timing maximum late to the early in said figure, shown in d position of the throt ll S controlled by said levers 155 and 168. Therefore, for forward running of the engine all effective manipulation of said levers must take place to the left of the neutral zones on the quadrants for the levers.

Compare Figs.13 and 14.- wherein the reversing lever 131 is set for forward running,

partially shiftingthe segment 109 but the throttle lever 155 and ignition lever 168 have been advanced from Fig. 13 to the position in Fig. 14 to fully close the throttle and time the ignition devices for early ignition. Leaving the throttle lever 155 and ignition lever 168in the mid or neutral positions, as in Fig. 13, and advancing the reversing lever to the full forward position, as is illustrated in Fig. 15, the same effect will be had but to a lesser degree than that of placing the said levers in the full line positions indicated in Fig. 14. In other words, by moving the reversing lever from the position illustrated in Fig. 13 to the position in Fig. 15

the operator has closed the throttle valve 43 and corresponding valve and has advanced ignition from maximum late to early ignition. At the time of this movement the link 12? has moved the arms 121 and 125 of the hell crank to place thesegment 109 in po sition to give a longer stroke to the lever 112 and the actuating link 116. This longer stroke is communicated both to the air adinitting valve and to the movable member 58 making a slight change in the operationof the tripper latch and the cam 82. If the said throttle lever 155 and the ignition lever 168 are maintained in the neutral position as.

in Fig. 15 and the reversing lever is moved to the right as in Fig. 16 to a point within the neutral zone, the effect of the same will be to shift the segment 109 toward the midposition relative to the slide-block on the lever 112 so that practically no reciprocating movement will be had. The quadrants145 of the reversing lever 131 relative to its i quadrant 138.

The throttle lever 155 and the ignition lever 168 are each capable of independent adjnstment 01' regulation to open or close the throttleand to advance or retard the ignition from maximum late to early ignition. Any change of the position of the reversing lever 131 will produce a simultaneous and corresponding change in both the throttle lever 155 and the ignition lever 168.

By referring to Fig. 17 it will be seen 116 has placed the compressed air admitting valve for the reverse operationthereofas distinguished from that in Fig. 13 as hereinbefore stated. Likewise, the ignitionlatch block members referring to the operating mechanism for the ignition devices have changed their positions so as to cause the same to operate the ignition device at a point corresponding to 180 or opposite from that hereinbefore described. It will. be noticed in particular that if the throttle lever 155 and the ignition lever 168 are positioned to the left of the mid-position upon their respective quadrants, that when the reversing lever 131 is shifted in the reverse operating direction of the engine, as just described, there results an opposite setting of said throttle and ignition lever. In other words. if the said throttle and ignition levers are to the left, as in Fig. 14, while the reversing lever is beyond the neutral zone, as indicated in said figure, that the said two levers 155 and 168 are set to close the valve 4:3 and have advanced the spark, but that if these two levers 155 and 168 are retained in this position and the operator throws the reversing lever 131 entirely to the right past the neutral zone to engage with the notches 136, that there automatically results reversal operations, to wit. the opening of the valve 43 and maximum late ignition. The shifting I of the reversing lever 131 from one extreme to the other of. the quadrant 138 automatically causes an opposite setting of, the throttle and ignition devices and that further adjustment must of necessity be had to bring the engine to operating condition after the said reversing lever has been thrown into the reverse position. The operator there--v fore is required to again step up or to close the throttle valve 413 and to again advance ignition from late to early by operating both the throttling lever 155 and ignition lever 168 independently of the then position of the reversing lever 131. In this case the throttle lever 155 and ignition lever 168 must be moved to the right for effective operation of the auxiliary devices. Therefore, when the; throttle lever 155 and the ignition lever 168 are in the mid-position of the neutral zone, as shown in Fig. 5, with relation to their respective quadrants, the valve 43 and the corresponding valve are open and the ignition apparatus is set for maximum late ignition. In Fig. 17, while so retained in said position, the reversing lever 131 has been moved to engage with the notches 136. The said valve 43am corresponding valve are still openand late ignition. still ta" place. In Fig. 18, the reversing-lever 131 has been further advanced, while the said throttle lever and ignition lovers are still withinthe neutral Zones on their respective quadrants. The valve 43 and corresponding valve are partially closed and ignition has been stepped up to slightly advance. the same towards early ignition. The seament 1.69 has been moved further to the left, imparting greater movement or stroke to the actuating rod 116 and the compressed air admission valve.

Then in Fig. 19, the reversing lever 131 is maintained in the same relative position as in Fig. 18 but the throttle lever 155 has been advanced to so position the valve 43 and corresponding valve as to entirely out off bypassing between the cylinders of a pair while the ignition lever 168 has been advanced to its extreme position for very early ignition. In Fig. 20 the throttle and ignition levers are in substantially the same position as 19 with respect to their quadrants but the reversing lever131 has been shifted within the neutral zone in which the engine is inoperative; a similar condition is to be found with respect to Fig. 16. The quandants 145' and 147 have heretofore been moved by the said operation of said reversing'lever so that they are now set towards the neutral zone and the valve 48 and the corresponding valve are still closed and ignition has been retarded.

The segment 109 has been shifted so that there is virtually no stroke of the actuating rod 116 and the compressed air-admitting valve is not getting'enough movement to open the ports between the same and the source of supply 50. Likewise, said stroke is insufficient to operate the ignition devices.-

Thus it will be seen that any movement of the reversing lever will automatically impart corresponding movement to the quadrants 145 and 1 47 and to the levers 155 and 168 thereby producing relative movement of the valve 43 and the corresponding valve; likewise producing relative movement of the timing member 72. neutral zone of movement, the reversing lever 131 when operated will not produce sufiicient' action of the segment 109 and the quadrants145 and 147 to cause the engine to start or to operate unless the reversing lever is positionedbeyond the neutral zone for forward or reverse running.

IV hen the throttle lever 155 and the ignition lever 168 are within their own neutral zones or in the mid-position relative to their relVhen within the spective quadrants then whether or not the reversing lever 131 is set for running ahead or for reverse running the valve 43 and the corresponding valve are open for by passing, and ignition takes place very late in the stroke.

The operator therefore cannot throw the reversing lever from one extreme position to the other without automatically chang- -ulate throttling and ignition devices (all of which I term auxiliary devices), any other auxiliary device or devices of a similar nature or kind may be operated, controlled or set by meansof the same or a similar type of control elements to those herein. Any adjustable auxiliary devices for any and all types of engines are included as within the scope of control by means of apparatus embodying the features and principles of my invention.

While I have shown and described the reversing apparatus as a Stephenson link valve gear, any other ear system or mechanism capable of per orming the same or similar functions and operations may be employed in conjunction with apparatus of my invention.

It will be seen that the invention has for its further objects principles and elements.

assuring safety of control, putting outside of the province of the operator the care or management of separate controlling devices, whereby in a moment of carelessness or thoughtlessness the wrong lever may; be moved to produce harmful or injurious results. Each mechanism is automatically and simultaneously adjusted to suit the new conditions brought about by the mere operation of reversing, especially in the case of marine engines of large units where it is necessary that rapid operation shall be had to suit any and all conditions under which a boat'or the like is operated to provide for change of speed and rapid reversal of the direction of movement. Mfany other and similar conditions, situations or the like of operation maybe met with in other branches or uses where a reversing engine is required. The specific cases stated are set forth merely for the purpose of pointing out that such conditions are to be met with. '1

VWien the levers 155 and 168 are inthe position in Fig. 14, the lever 131 may be manipulated so as to automatically advance or retard ignition as the leverlSl is advanced or moved to neutral respectively; that is, as the lever 131 is advanced for forward running, ignition is advanced or set earlier and at the same time the throttle valve is closing, and when the reverse operation is imparted to said lever 131 the ignition is retarded and the said valve tends to open. By this it may be seen i that the invention wouldhave its application also to non i'ever'smg engines.

, that the latter is not essentially limited to the specific construction and organization of said embodiment, since the same may be varied without departing from the proper scope of the claims.

Having thus described my invention in detail, what I claim as new is:

1. In combination with an engine having a reversing valve gear mechanism, an ignition device, anda throttle device, a primary controlling element adapted to regula tably operate the reversing valve gear oi. saidengine to yield any of the desired operating results therefrom, as starting, stopping, and controlling the speed of operation of the engine in either direction, a secondary controlling element adapted to regulate said ignition device, a secondary controlling element adapted'to regulate said throttling device of said engine, said secondary elements having provision of means for independently regulat ing said devices, and connecting means be tween said valve gear mechanism and said secondary controlling elements for simultaneously regulating the said devices to conform to the regulations of said primary controlling element.

2. In combination with an engine having a reversing valve gear mechanism, an ignition device and a throttle device, an apparatus of the character described, comprising a primary controlling element adapted to control the reversing valve gear of said engine to yield any of-the' desired operating results therefrom, as starting, stopping, and con trollingthe speed of operation of the engine in either direction, a secondary controlling element adapted to regulate said ignition device, a secondarycontrolling element adapted to regulate the throttle device of said engine, and connecting means between said valve gear mechanism and the said secondary elements for controlling the latter to correspondingly regulate the same to conform to the regulations of the primary conelement for automatically advancing the ig- I nition and for retarding ignition when the primary controlling element is reversed.

4:. In combination with an engine having a reversing valve gear mechanism, an ignition device and a throttle device, an apparatus of the character described, comprising a primary controlling element adapted to operate said valve gear mechanism to regulatably yield the desired starting, stopping and speed control in either direction of operation of the engine, a secondary controlling element adapted to reghlate said ignition device, a secondary controlling element adapted to regulate said throttling device, connecting meansbetween said valve gear mechanism and said secondary controlling elements for automatically advancing the ignition when the primary element is advanced and to close the throttle and to retard ignition and to open said throttle when the primary controlling element is reversed.

5. In a self-starting and reversing internal combustion engine having a reversing valve gear mechanism operating an ignition device, a primary controlling'element adapted to regulate. said engine ,valve gear mechanism to-yield the, required operating fllIlC- tioning therefrom, as starting, stopping and controlling the speed of the engine in either of its directions, a secondary controlling element adapted to control and regulate said ignition device, and connecting means between said valve gear mechanism for automatically advancing ignition when the primary element is advanced and to retard ignition when said primary element is reversed. j

6. In combination with an internal combustion engine having a valve gear and an auxiliary device, an apparatus of the character described, comprising a primary controlling element having aneutral zone of adjustment and adapted to control saidvalve gear of said engine when placed beyond said i zone for regula'tably controlling the starting, stopping and speed of the engine in either of its operating directions, a secondary controlling element adapted to independently control said auxiliary device on said engine, means connecting a part or" said valve gear with said secondary controlling element whereby the movement of the former simultaneously regulates the latter through and beyond said neutral zone.

7. In combination with a reversible internal combustion engine having a reversible valve gear operating an auxiliary device, an apparatus or the character described, com prising a reversible primary controlling element having a neutral zone of adjustment and adapted to control the valve gear of said engine and to regulate a secondary controlling element between which the starting, stopping and speed of the engine may be regulatably controlled in either direction of the engine, a secondary controlling element adapted to independently regulate said auxiliary device after movement has been imparted thereto by the primary element.

8. In combination with a reversible internal combustion engine having a reversible valve gear mechanism and difi'erent auxiliary devices, an apparatus of the character described adapted to regulate the starting, stopping and speed operation of the engine in either direction, and comprising a primary controlling element adapted to position said reversible valve gear mechanism of said engine, a plurality of secondary controlling elements each adapted to automaticall function with said primary controlling element and to additionally independently regulate a.

different auxiliary-device, lever means connecting the primary controlling element with the secondary controlling elements whereby the movement of the former will communicate bodily movement to the latter, said secondary controlling elements having lever means adapted to independently regulate said auxiliary device.

9. In an apparatus of the character described, in combination with a reversible retarded combustion engine having a reversible valve gear, a pair of movable quadrants, and ignition and throttling devices, a primary controlling member adapted to position the reversible valve gear of said engine and to regulate the position of said movable quadrants, a pair of regulating levers cooperating with the said quadrants and adapted to be positioned thereby, one of said levers having provision of means for regulating the ignition device for said engine and the other of said levers having provision of means for regulating the throttling device for said engine.

10. In an apparatus of the character described, an engine having a reversible valve gear, a stationary quadrant, a pair of movable quadrants, and variable ignition control and throttling apparatus, a reversing lever co-operating with said stationary quadrant and having means whereby said lever reversibly regulates said coacting reversible valve gear for said engine and regulates said movable quadrants when said lever is operated, a pair of secondary levers co-operating with said quadrants and adapted to be regulated thereby, one of said secondary levers having connecting means with said variable ignition control apparatus for regu lating the latter and the other of said secondary levers having connecting means with said throttling device for regulating the same.

11. In an apparatus of the character described an engine having a reversible valve gear, a stationary quadrant, a pair of movable quadrants, a variable ignition control device, and a throttling device, a reversing lever co-operating with said stationary quad rant and having means whereby said lever reversibly regulates said-co-acting reversible valve gear operating said variable ignition device and which lever regulates said pair of movable quadrants to position said quadrants when said lever is operated, a pair of secondary levers co-operating with said quadrants and adapted to be moved thereby, one of said secondary levers having connecting means with said variable ignition device and adapted to regulate the latter and the other of said secondary levers having connecting means with said tln'ottling device for regulating the same.

In testimony whereof I have hereunto set my hand this seventeenth day of December, 1917.

WVILLIAM B. SMITH VVHALEY. lVitnesses RITEBEN Bnoons,

Josnrrr A. GRANT. 

